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Fishermans Bend

Strategic Transport Peer Review

Wirraway Precinct in 2050

Client // Fishermans Bend Taskforce

Office // VIC

Reference // 16M1997000

Date // 01/09/2016

© GTA Consultants (GTA Consultants (VIC) Pty Ltd) 2016

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intended solely for the use of the client for the purpose for which it has

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Fishermans Bend

Strategic Transport Peer Review

Issue: A 01/09/2016

Client: Fishermans Bend Taskforce

Reference: 16M1997000

GTA Consultants Office: VIC

Quality Record

Issue Date Description Prepared By Checked By Approved By Signed

A-Dr 26.07.16 Draft Will Fooks Christian Griffith Christian Griffith -

A 01.09.16 Final Will Fooks John Kiriakidis Christian Griffith

16M1997000 // 01/09/2016

Strategic Transport Peer Review // Issue: A

Fishermans Bend

Executive Summary

An unparalleled opportunity

Fishermans Bend is Australia’s largest inner urban redevelopment opportunity and is significant on

a world scale.

When finished it will be home to a busy port, 80,000 residents and 60,000 jobs, plus all the

accompanying activities required to make it a vibrant and successful place for the people of

Melbourne.

It is an unparalleled opportunity but also a real challenge as evidenced by the range of work

completed to date, and the issues identified in the 2015 Fishermans Bend Ministerial Advisory

Committee Report.

Peer review and a pathway forward

GTA Consultants (GTA), in collaboration with David Lock Associates and Andrew Wisdom, has

been engaged to undertake a peer review of all transport planning work to date.

The peer review identifies gaps in the planned transport network and sets out a pathway towards

an agreed and robust evidence-based transport network, that will stand up to community

scrutiny.

The recommended pathway is included as the main output of this peer review.

The nature of the challenge

It is no surprise that Fishermans Bend remains a challenging urban renewal opportunity. It is

significant in scale, sits adjacent to Melbourne’s CBD yet is, from a transport viewpoint, isolated

with poor connectivity to the surrounding area.

Key junctions that allow access to and from the area are presently operating at or close to

capacity, major roads form significant barriers creating severance, walking and cycling is

fragmented and there is no mass transit public transport service.

Furthermore, unlike many large inner city urban renewal projects in Australia and overseas,

Fishermans Bend is largely in private ownership.

Fishermans Bend requires a different approach if it’s to work

Section 2 of this report contains a comparison of Fishermans Bend against a range of potentially

comparable urban precincts both within Australia and overseas.

That work highlights that Fishermans Bend fundamentally different to the central business districts

of our major cities in terms of the ratio of workers to residents, as well as being very different to the

inner urban areas surrounding our central cities, and suburbia more generally.

The port, and the associated freight and logistics demands it generates, is an added

complication that has been factored into the assessment.

Looking internationally provides some useful direction and forms part of the basis for our

recommended approach.

In this context, there was consensus that a business as usual (BAU) approach will result in car

usage similar to the rest of Melbourne. This outcome will produce both unsustainable and

unworkable conditions for the community given the target population and employment densities.

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Fishermans Bend

Target mode shares as the key planning tool

To ensure success, a paradigm shift in transport planning approach and corresponding travel

behaviours is required to deliver on the vision for Fishermans Bend.

The recommended approach places target mode shares at the centre of planning and decision

making. The Australian case studies and international examples confirm that mode shares are

the single most tangible and practical measure to drive decisions across transport infrastructure

from a multi-criteria assessment perspective.

In other words, if target mode shares are achieved in a staged manner (inclusive of the road

network required to support them), we can be confident that the right foundation has been put

in place for Fishermans Bend to be a good place to live, work and play into the future.

The recommended pathway

To deliver an evidenced-based transport plan to support the Fishermans Bend Vision, we

recommend a fit-for-purpose analytical framework, reproduced in the figure over and discussed

in detail in Section 4.

The analytical framework covers all aspects of transport demand, and provides the evidence

base for the supporting road network.

It is predicated on achieving a land use outcome that works for the people of Melbourne, where

the transport network is the means by which the Fishermans Bend Vision is realised.

It considers what the transport network should look like, how it should be staged and how it can

be funded.

The Analytical Framework shown on the next page contains three columns which align to:

i The steps to undertake a transport assessment informed by best practice both within

Australia and overseas

ii Recommended tasks informed by the gap analysis and required to work towards the

justification of the future road network

iii The ongoing program of work the Fishermans Bend Taskforce is managing and how that

can be brought together under an integrated approach.

The pathway is recommended as the basis on which further work proceed, and decisions

regarding the transport network be taken.

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Fishermans Bend

A Pathway Forward: Framework for Transport Network Justification

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Fishermans Bend

Table of Contents

1. Introduction 1

1.1 Background 1

1.2 Purpose 1

1.3 Methodology 2

1.4 Report Structure 2

1.5 Assumptions 3

1.6 Scope 3

2. Part 2: Background Review 4

2.1 The Next Chapter in Melbourne’s Growth Story 4

2.2 The Current Transport Network Serving Fishermans Bend 5

2.3 The Transport Planning Challenge for Fishermans Bend 5

2.4 Target Mode Shares as a Key Planning Tool 6

2.5 An Approach to Planning Transport for Fishermans Bend 7

2.6 The Modelling of Transport 10

3. Part 3: Gaps and Key Questions 11

3.1 Overview 11

3.2 Key Strategic Gaps 11

3.3 Testing Assumptions with Government 17

4. Part 4: Combine Input and Design a Pathway Forward 20

4.1 Overview 20

4.2 Fishermans Bend Agreed and Defendable Targets to Drive Further Work 22

4.3 Strategic Transport Network Justification 25

4.4 Developing a Road Network Plan 27

5. Summary 32

Appendices

A: Workshop Agendas and Notes

B: Key Reference Documents

C: Review of Relevant Background Documents

D: Approaches to Developing and Applying a Road Use Hierachy

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Fishermans Bend

Figures

Figure 1.1: Adoption of a Collaborative Approach 2

Figure 2.1: Fishermans Bend and Inner Melbourne Regeneration Areas 4

Figure 2.2: Indicative Example of Strategic Links to the Wider Area that must be

Defined with Certainty 5

Figure 2.3: Australian Mode Shares – Active and Public Transport Compared to Car Trips

and City Size 6

Figure 2.4: International Mode Shares - Active and Public Transport Compared to

Car and City Size 7

Figure 2.5: Illustrative Model for Scenario Planning 8

Figure 3.1: Inputs to Workshop 2 18

Figure 3.2: Inputs to Workshop 2 (continued) 19

Figure 4.1: A Framework for Transport Network Justification 21

Figure 4.2: Road Network Justification: Detailed Assessment Tasks 27

Tables

Table 2.1: Ratio of Jobs per Residents in Areas of High Public Transport and

Active Travel Mode Shares 6

Table 2.2: A Model Approach to Transport Planning Mapped Against Best Practice 9

Table 2.3: The Changing Transport Planning Paradigm 10

Table 3.1: Gap Analysis and Key Questions for the Recast to Address 12

Table 3.2: Gap Analysis and Key Questions for the Recast to Address (continued) 13

Table 3.3: GTA’s View of ‘City of the Future’ Trends to be Considered in Planning 16

Table 3.4: Land Use Factors Affect Travel Behaviour 17

Table 4.1: Mode Share Targets: Example Case Studies and a Strategic Assessment of

their Applicability to Fishermans Bend 23

Table 4.2: Comparison of Transport and Land Use between Barangaroo and

Fishermans Bend 24

Table 4.3: Consultation Milestones 25

Table 4.4: Analytics to Provide Strategic Justification for Supporting Transport Network 26

Table 4.5: Fit-for-Purpose Demand Analysis to Assess the Road Network Serving

Fishermans Bend 28

Table 4.6: Tasks to Apply a Road User Hierarchy 30

Table 4.7: Example Checklist of Precinct Assessment of Proposed New Laneways 30

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Fishermans Bend 1

1. Introduction

1.1 Background

The Government acknowledges Fishermans Bend as an unparalleled

renewal opportunity for Melbourne. Totalling over 450 hectares, it is

Australia’s single largest inner urban renewal opportunity. The site

now includes the employment precinct on the northern side of the

Westgate Freeway as well as Webb Dock in addition to its four

existing precincts. Fishermans Bend is adjacent to an expanding

Webb Dock and other port activities related to the Port of

Melbourne.

The Government has stated its many aims for Fishermans Bend,

including a change in planning that will significantly increase employment opportunities in the

area. This is part of a recast exercise that has a greater focus on consultation through

mechanisms such as a Ministerial Advisory Committee and enhanced public engagement.

Getting transport right remains a key issue for Fishermans Bend, even though numerous studies

have been carried out to date. With the recent inclusion of the employment precinct, changes

to the route alignment for Melbourne Metro, changes in transport policy and projects and

development pressure within the area, the need has arisen for the completion of a strategic

transport peer review.

Unlike many large inner city urban renewal projects, Fishermans Bend is largely in private

ownership. In this context, there is a need to develop partnerships between Government and the

property owners to deliver mutually beneficial outcomes for the future residents and workers.

1.2 Purpose

GTA Consultants (GTA), in collaboration with David Lock Associates and Andrew Wisdom, has

been engaged by the Fishermans Bend Taskforce (Taskforce) to undertake a ‘fit for purpose’

review of previous investigations. The aim is then to identify a best practice transport planning

methodology or ‘pathway’, with a focus on the road network, supported by transport modelling

both early or late in the process.

A key output of this study is to develop a methodology or pathway to justify the new road

network proposed in Fishermans Bend to a potential future planning panel. This has been

undertaken through:

A critical peer review of the transport network proposed to date including a review of

past and ongoing transport planning work

A proposed approach to justify the road network and elements of the evidence base

to support that justification.

‘Fishermans Bend

[requires] not the

usual traditional

approach to

planning’ Minister

Richard Wynne at Big

Ideas, New Frontiers

public conversation

July 2016

1

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Fishermans Bend 2

1.3 Methodology

A collaborative approach was adopted involving an experienced team, including experts from a

range of professional planning disciplines. Figure 1.1 provides an overview of the collaborative

process undertaken to complete the study and arrive at the conclusions contained in this report.

Figure 1.1: Adoption of a Collaborative Approach

The workshops were critical in shaping the findings of the review. These workshops were a wide

ranging exercise that explored the ‘what-ifs’, and we have included the agendas and summary

notes of the workshops in Appendix A to highlight the wide-range of issues that were explored.

The notes do however reflect the range of lines of interrogation pursued during the process,

specifically:

Urban design considerations provided by Mark Sheppard of David Lock Associates

Future cities provided by Andrew Wisdom and GTA

Freight, Public transport, Modelling and Transport all provided by GTA

1.4 Report Structure

The approach to the study and this report is structured in four parts.

Part 1 – The introduction.

Part 2 – Background and the transport planning challenge. This provides a short

contextual overview of the area, identifies the strategic transport planning challenge

and provides a model to address these challenges.

Part 3 – Identifies the gaps in evidence and policy-logic for Fishermans Bend transport

planning.

Part 4 – Recommends a pathway forward and a clear methodology, supported by

additional detail and information on forecasting methodology.

Relevant case studies and examples of best practice are provided throughout the report.

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Fishermans Bend 3

1.5 Assumptions

The recommendations outlined in this report have been developed as part of ongoing

Fishermans Bend planning activities. As a result, the study was designed to incorporate and

integrate these perspectives. Specifically, the body of work reviewed included:

A range of planning and technical work informed by the Ministerial Advisory Committee

and led by the Fishermans Bend Taskforce

Consultation, media information and public forums

A range of Government inputs and interfaces e.g. planning for Webb Dock, transport

network development planning

Planning led by adjoining/interested authorities, in particular the City of Port Philip and

City of Melbourne.

1.6 Scope

The scope of the study reflected the complex and iterative interaction between a functioning

transport network, stakeholder expectations, policy objectives (at all tiers of Government),

development pressure and achievement of the Fishermans Bend vision.

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Fishermans Bend 4

2. Part 2: Background Review

2.1 The Next Chapter in Melbourne’s Growth Story

Fishermans Bend today is home to 200 residents, 30,000 workers and an operational port. In 2051 it

is projected to be home to 80,000 residents, 60,000 workers and an expanded port.

Future planning for Fishermans Bend seeks to support a diverse and vibrant community.

Employment in the area is expected to be varied and from a metropolitan-wide catchment with

the employment areas’ function evolving over time. In addition, a fully functioning port must

continue to operate 24 hours a day, 7 days per week at Webb Dock, directly adjacent to

Fishermans Bend.

Fishermans Bend is linked to a city-changing regeneration and infrastructure program that will

significantly alter how inner Melbourne looks and works. Over the next 40 years the epicentre of

Melbourne will move west, and, as illustrated in Figure 2.1, there is an inner arc of new city areas

that will redefine the shape of inner Melbourne.

In response, this study has considered the strategic questions of:

What is the vision for Fishermans Bend, and what does the transport network need to do

to achieve this vision?

What is the strategic role of Fishermans Bend in relation to the Central City, other urban

renewal areas and Melbourne as a whole?

Figure 2.1: Fishermans Bend and Inner Melbourne Regeneration Areas

David Lock Associates Australia PTY LTD

2

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Fishermans Bend 5

2.2 The Current Transport Network Serving Fishermans Bend

It is generally agreed that the current transport network cannot support

the long term aspirations for the area.

The network is designed to support the area’s current function as an

industrial precinct with limited residential occupancy and an

employment mix reliant on access through road based transport . As a

result, the transport network has a focus on access to the adjacent

freeway system. The road network principally provides for vehicle traffic

with limited public transport provision and underdeveloped bicycle and pedestrian access.

In this context, the recast should address the strategic question:

How will the current transport network perform for people living and working in

Fishermans Bend in 2051?

How will the area be linked to Inner Melbourne development areas?

Figure 2.2: Indicative Example of Strategic Links to the Wider Area that must be Defined with Certainty

Source: David Lock Associates Australia

2.3 The Transport Planning Challenge for Fishermans Bend

Planning for Fishermans Bend should be based on the key assumption that, similar to Melbourne’s

CBD (the Hoddle grid), most people choose not to travel by car.

The congested main road network around Fishermans Bend has been key to informing this

assumption. As a result, strategic transport planning for Fishermans Bend should be based on

It would position

Fishermans Bend

amongst the most

sustainable transport

oriented developments

in the world

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Fishermans Bend 6

mode share targets similar to that of the Melbourne CBD. This approach aligns with international

best practice.

Mode share targets are globally used as a performance indicator that can be linked to a range

of non-transport outcomes, such as: CO2 emissions, safety, health and economic productivity.

2.4 Target Mode Shares as a Key Planning Tool

If Fishermans Bend achieves its target mode shares in 2051, it will approach the lowest level of car

use of any urban precinct in Australia and would position Fishermans Bend amongst the most

sustainable transport oriented developments in the world.

Fishermans Bend targets are compared to other areas in Australia that are known for high public

transport use in Figure 2.3. The Fishermans Bend vision positions it amongst the city areas that

have the highest public transport and active travel mode shares in Australia.

However, Fishermans Bend has significantly fewer jobs than other areas with comparable mode

shares. It targets a ratio of 0.8 jobs to each resident in contrast to Melbourne and Sydney CBDs

which both have approximately 20 jobs to each resident. This is illustrated in Table 2.2.

Figure 2.3: Australian Mode Shares – Active and Public Transport Compared to Car Trips and City Size

Table 2.1: Ratio of Jobs per Residents in Areas of High Public Transport and Active Travel Mode Shares

Fishermans

Bend Sydney CBD

Melbourne

CBD

North

Sydney -

Lavender

Bay

Docklands Southbank

Population 80,000 22,760 20,030 9,515 5,791 11,311

Jobs 60,000 251,459 186,141 43,028 32,048 34,000

Ratio jobs per

resident 0.8 11.0 9.3 4.5 5.5 3.0

Fishermans Bend

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Fishermans Bend 7

Fishermans Bend will therefore aim for a major city CBD mode share in the future but will have a

completely different profile of activity given the ratio of jobs to residents.

As a result, it is helpful to look overseas for examples on where

comparable outcomes to Fishermans Bend have been achieved.

A similar analysis is provided in Figure 2.4, with a comparison between

Fishermans Bend and other cities across the world. This figure illustrates

that, at a city level, comparable examples with similar mode shares to the

targets for Fishermans Bend include Barcelona, Vienna and Berlin.

These examples indicate that in order to achieve the desired target transport mode shares,

Fishermans Bend needs to be considered as different to anything else achieved in Australia.

Figure 2.4: International Mode Shares - Active and Public Transport Compared to Car and City Size

2.5 An Approach to Planning Transport for Fishermans Bend

To identify any gaps in evidence supporting the proposed configuration of the transport and

supporting road network, it is important to appreciate what comprises an ‘ideal’ approach.

Broadly, strategic transport planning addresses different futures through a process of scenario

planning. The purpose of the process is to take a ‘big picture view’ and test a range of strategies

that can be structurally different, but plausible, against future city outcomes. This approach to

planning is illustrated in Figure 2.5.

Our approach was underpinned by transparency and diversity of ideas in an attempt to make

sense of future scenarios. We cast a wide net and asked the ‘what-ifs’ from a range of

perspectives.

We have mapped Best

Practice examples and

developed a ‘model’ or

‘ideal’ approach to

transport planning.

City, Population (millions)

Fishermans Bend

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Fishermans Bend 8

Figure 2.5: Illustrative Model for Scenario Planning

Source: Adapted from Assen et al (2003)

To align the Fishermans Bend’s transport (and road) network planning with local and international

best practice, we adapted three directly relevant examples:

i Infrastructure Victoria’s process to develop a 30-year plan

ii Department of Treasury and Finance’s Investment Planning and Evaluation Guidelines

iii The United Kingdom’s Transport Analysis Guidance.

These three examples all set out an approach to planning that flows from outcomes-focused

strategic planning to a comprehensive technical assessment.

We have mapped these best practice examples and ‘ideal’ approach to transport planning. The

steps in the process and a comparison to best practice is outlined in Table 2.2. This provides the

foundation to identify gaps.

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Fishermans Bend 9

Table 2.2: A Model Approach to Transport Planning Mapped Against Best Practice

Source: See section 5.2 for sources

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Fishermans Bend 10

2.6 The Modelling of Transport

Transport modelling is used around the world to forecast the number of users (demand) that will

travel on a transport system at a given point in the future. There are generally three layers of

models: strategic, tactical and operational – these are related as they (should) contain consistent

assumptions.

The traditional approach to transport modelling is undertaken through a 4-step process. These

steps are iterative and there are feedback loops within the process.

The four steps are:

i Trip Generation – how many users are travelling

ii Trip Distribution – where users are travelling to and from

iii Mode Choice – what form of transport users choose to make a trip

iv Route Assignment – what routes users take

The four step model still provides the fundamental basis for insights into future transport patterns.

In areas where development and transport outcomes aspire to be significantly different from a

business as usual approach, the way that modelling is used as an analytical tool is important.

Strategic modelling needs to iteratively test input assumptions and resulting network impacts to

arrive at an 'acceptable' solution for all modes (as defined by the adopted project vision).

This more iterative outcome focused approach to planning could be described as a paradigm

shift in transport planning. An overview of this shift and its considerations are outlined in Table 2.3

as a suitable reference for planning of the Fishermans Bend precinct.

Table 2.3: The Changing Transport Planning Paradigm

Concept Old Paradigm New Paradigm

Definition of transport Movement Accessibility

Modes Cars (and heavy rail) Multimodal – walking, cycling, freight, services,

public transport, driving

Outcomes Congestion (free flow versus speeds),

time cost savings, vehicle Kms

Congestion, reliability, productivity, regeneration,

safety, emissions, urban realm and plan,

supporting land use objectives

Impacts Consider

Speeds, congestion (free flow versus

speeds) vehicle operating costs and

fares, crash and emission based on

vehicle kms

Triple bottom line assessment considering

economic, social and environmental outcomes

Performance indicators Speeds

Level of service (all modes), access (catchments),

user experience, safety, security, and

environmental impacts

Favoured transport

improvements Capacity

Improve all transport options, demand

management, and informing city planning

Planning scope Planning for transport is isolated Integrated planning that is iterative and supports

wider aims and embed consultation in the process.

Table adapted from Litman (2013) The New Transportation Planning Paradigm, Institute Transportation Engineers Journal, June 2013.

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Fishermans Bend 11

3. Part 3: Gaps and Key Questions

3.1 Overview

Having established a model approach for best-practice transport planning, gaps were identified

between best-practice and the work to date.

The review of work to date covered:

The recommendations of the Fishermans Bend Ministerial Advisory Committee

Consultation with the community

Recent work of the Fishermans Bend taskforce

Technical reports listed in Appendix B.

The gap analysis, provided over in Table 3.1 (over two pages), considers:

Transport planning: the steps in an example approach

What must be done: the requirements of the Transport Integration Act 2010

Fishermans Bend planning: the review of the work to date

Gaps & questions for the recast to address to provide justification for the transport

network.

This gap analysis informed the subsequent development of the recommended assessment

methodology and pathway.

3.2 Key Strategic Gaps

The process also identified key strategic gaps that planning for Fishermans Bend should aim to

address. These gaps are listed below and are covered in more detail in subsequent sections.

Identify agreed and defendable outcomes to drive all technical studies

Incorporate the city of the future into all analysis

Ensure that consideration of the employment precinct and Port is completely

integrated into the process

Full consideration of demand management policy levers.

3

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Table 3.1: Gap Analysis and Key Questions for the Recast to Address

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Fishermans Bend 13

Table 3.2: Gap Analysis and Key Questions for the Recast to Address (continued)

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Fishermans Bend 14

3.2.1 Agreed and Defendable Outcomes to Drive Work across

Technical Studies

As discussed earlier, transport mode shares serve as a key outcome-focused planning tool. The

allocation of trips to different transport modes flows down through the modelling process, and

has a critical impact on the assessment of its performance, the range of scenarios and options

tested, and the resulting outcomes.

The mode share targets identified in the Fishermans Bend Integrated Transport Plan (ITP) relate to

residents only, and are ambitious. Currently there is no compelling evidence to demonstrate that

they are achievable.

Future work needs to link the Vision to transport outcomes through target modes shares, covering

issues such as:

i Mode share targets that consider the Employment Precinct, noting that this will be the

major generator of external trips. These targets need to be included in the ITP as it is

likely that the Employment Precinct will rely on a geographically broad employee

catchment of skilled labour as a destination for ‘21st century jobs’

ii Mode shares that are specific, relating to particular development timeframes,

especially relating to the staged timing and delivery of transport infrastructure

iii The evidence base needs to consider all factors influencing mode share targets

including:

the quality of access provided by infrastructure for each transport mode

demographic profile of residents and employees of Fishermans Bend

the availability of local destinations and the number of residents living near their

workplace within Fishermans Bend, which in combination determines the amount

of ‘self-containment’ achieved.

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Fishermans Bend 15

The role of self-containment or localisation

Fishermans Bend is a peninsula.

Significant effort therefore will be needed to integrate it with surrounding areas, particularly to

support the labour catchment of the Employment Precinct.

Conversely, the connectivity of transport infrastructure to external areas will significantly

influence future travel patterns, self-containment, and the style of urban area ultimately

achieved.

In this sense, supply-side transport capacity provision is a key lever shaping self-containment

and by extension the day-time and night-time population mix of the urban area. Other

influences such as demand management measures and pricing may be used as levers in

planning.

CABE, 2011

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Fishermans Bend 16

3.2.2 The City of the Future

Melbourne in the future is likely to look far different to that of today. It will be considerably larger,

its residents will be far more connected and people will move around the city differently.

Previous transport planning for Fishermans Bend provided some consideration of emerging

technology and trends. However, given the speed that technology is moving (and the resulting

impact), technology that is commonplace today was not anticipated four years ago.

For example, shared transport networks are now a reality (e.g. Uber operates in 73 countries and

473 cities). These networks are constantly evolving and will be a more important part of the future

of urban transport systems.

Some considerations that were discussed in our review and gap analysis are outlined in Table 3.3.

Table 3.3: GTA’s View of ‘City of the Future’ Trends to be Considered in Planning

Key Transport Related Trends Examples of the Outcomes of Trends to Consider

Changing Demographics of

Melbourne

Melbourne will likely have more people from non-English speaking

backgrounds.

Less access to cars.

Greater movements internationally.

The next generation is likely to

interact with the City in a different

way

The ‘home-work’ trip will become more blurred.

Streets become social spaces (virtually as well as in reality)

Movement vs. Connectivity People are likely to be completely connected and have constant access to

real-time personalised information.

E-commerce

Online shopping is likely to be common place, which will drive increased

deliveries of all goods.

Home-based services are likely to increase.

Changing Work Places Potentially there will be some impact, shared workspaces may become more

common place.

Shared Transport Networks or

Ride sharing

Likely to have a significant impact on transport network.

The industry is likely to grow and new models will develop.

Connected Autonomous

Vehicles

Have the potential to be important but the technology and its application is

still in early days.

Self-driving buses and trucks are all likely to be a reality in the near future.

The need to safeguard mass movement corridors is likely to apply with

autonomous vehicles as individual vehicles will not be able to undertake the

significant carrying capacity of mass transit.

3.2.3 The Employment Precinct

Based on the experience of the team involved in the review, it was unanimously agreed that the

provision of heavy rail and suitable stop locations is an essential part of realising the aspiration for

60,000 jobs in the Employment Precinct.

The process identified a number of strategic gaps relating to planning for the Employment District.

These gaps raised the following key questions:

How does the precinct integrate with the CBD?

Will aspirational jobs in the area be generated by any particular type of land use or transport

connections (and how will this transition over time)?

The area is likely to need to draw in employees from a metropolitan-wide and regional

catchment, but how far is this and what infrastructure is needed?

How does the accessibility of the area increase and link to neighbouring suburbs (including

Intra-Fishermans Bend Connectivity)?

‘Knowledge Arc’ and relationship with Footscray Arden Macaulay the CBD

Southbank and further south to St Kilda.

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Fishermans Bend 17

3.2.4 Demand Management

The Fishermans Bend ITP should consider a Demand Management Strategy, which Infrastructure

Victoria refers to as ‘changing behaviour, managing demand’.

This strategy should incorporate a range of levers that can contribute to achieving transport

outcomes.

The plan needs to be comprehensive. Todd Litman of the Victoria Transport Policy Institute

conducted research into travel demand management and behaviour change. An extract of his

considerations from his paper How Land Use Factors Affect Travel Behaviour is given in Table 3.4.

This research demonstrates the wide range of factors that can influence travel behaviour.

These considerations could be used to inform demand management in the Fishermans Bend ITP.

Table 3.4: Land Use Factors Affect Travel Behaviour

Source: Litman (2016) Land Use Impacts on Transport: How Land Use Factors Affect Development, http://www.vtpi.org/landtravel.pdf

3.3 Testing Assumptions with Government

Aligned with the Government's commitment to consult on the Fishermans Bend recast, this study

including engagement with stakeholders across State and Local Government and Agencies to

adopt a whole-of-government view.

The primary mechanism for consultation involved a cross-government workshop. This aimed to

test, align and agree relevant principles. Through this workshop, the team gained critical insights

from across Government and was able to explore emerging gaps. Example inputs to the

workshop are provided below in Figure 3.1.

These workshops were used to inform the development of the pathway forward. The outcomes of

can be summarised strategically as:

an agreement that Fishermans Bend is different and needs to be treated with a

non-traditional approach

agreement that a business as usual approach will not deliver outcomes which align

with government and community aspirations

a robust evidence base for transport planning is essential

case studies are likely to be an important source of evidence going forward

identification of specific pieces of research (e.g. research into laneways).

http://www.vtpi.org/landtravel.pdf

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Fishermans Bend 18

Figure 3.1: Inputs to Workshop 2

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Fishermans Bend 19

Figure 3.2: Inputs to Workshop 2 (continued)

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Fishermans Bend 20

4. Part 4: Combine Input and Design a

Pathway Forward

4.1 Overview

This chapter outlines our recommended pathway, or a course of action to deliver a robust

evidence base that will support the planning of Fishermans Bend.

It incorporates and builds on the work that has already been done (and is currently underway) to

outline a clear and defendable pathway.

The pathway is summarized in Figure 4.1 and Section 4 provides the outline of recommended

future work, with discussion of the different options.

Our recommendation builds on the commentary in the 2015 Ministerial Advisory Committee

Report, which identified the need for a strategic assessment prior to more detailed work.

The pathway provides a three-phased approach to preparing the road network justification,

consistent with this recommendation.

i Vision, Context and Targets: Sets the scene and importantly requires stakeholders to

agree that more of the same is not an option; therefore, target mode shares are

required to drive outcomes and to support the Vision.

ii Strategic Transport Network Justification: Aligns the range of other studies currently

underway in developing the strategic justification for the transport network. This is

achieved through consultation with other transport work streams and the use of new

strategic modelling as an analytical platform. This becomes a key input into the

Integrated Transport Plan for consultation.

iii Road Network Justification: Provides an evidence base through undertaking the

detailed assessment and iterative refinement of options. This step includes more

detailed modelling of all demand, road capacity analysis and delivery planning

(including commentary on staging, phasing, triggers and funding).

4

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Fishermans Bend 21

Figure 4.1: A Framework for Transport Network Justification

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Fishermans Bend 22

4.2 Fishermans Bend Agreed and Defendable Targets to

Drive Further Work

Our analysis identified three strategic tasks that are not in the Fishermans Bend work program (but

are potentially a part of the wider Taskforce work). An outline of the process to address these

tasks is provided below.

4.2.1 What Good Looks Like

The ground rules for development of Fishermans Bend can be created through clearly defining

what good looks like.

The Fishermans Bend draft vision sets out good on a precinct basis e.g. ‘exemplar of sustainable

and mixed-use development, and is the lynchpin for Fishermans Bends identity as a world class

urban renewal area’.

Good needs to be translated to transport to show what it means for people travelling to, from

and within Fishermans Bend in 2025, 2035 or 2051.

Defining this should be part of the Integrated Transport Plan (and engagement) and should

consider questions such as:

Is the expectation that 20% of people will be cycling from day 1 or is there a gradual

transition?

Is it an exemplar from day 1, year 1 or year 10?

4.2.2 What BAU Looks Like

Business as usual (BAU) refers to the ongoing state of affairs without any major intervention.

The case for change at Fishermans Bend has been based on the opportunity that it creates as a

large redevelopment precinct. However, the land ownership, the pace of change and the

capacity of the existing infrastructure means that the BAU outcomes are likely to result in a

number of strategic challenges (e.g. unreasonable congestion, air quality and noise).

These challenges need to be carefully reviewed to ensure that they support both state infrastructure

commitments and private sector investment in the area. This may include a day in the life of

Fishermans Bend, or the use of different scenarios to visualise the challenges and the response.

4.2.3 Target Mode Shares

As discussed in detail earlier in the report, mode shares are a critical strategic input to planning

and the basis of the recommend pathway forward. Mode share can be defined through either a

top down or bottom up approach.

A top-down approach is arguably mandated by the Fishermans Bend Vision. Given this,

reference to case studies provide the evidence to justify planning assumptions, including mode

share targets to be reflected in strategic transport modelling.

Mode share assumptions should inform strategic and more detailed modelling and the

subsequent assessment of all transport options.

The end product, which forms part of the ITP, should cover the following:

Background and rationale for using mode share targets

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Fishermans Bend 23

A long list of case studies to determine applicability to Fishermans Bend. An assessment

of example case studies applicable to Fishermans Bend is provided in Table 4.3

Detailed analysis of the most applicable case studies

Transport modelling process and testing of different assumptions.

Table 4.1: Mode Share Targets: Example Case Studies and a Strategic Assessment of their

Applicability to Fishermans Bend

Example Case Study Applicability

Harbourfront, Toronto, Canada

4 ha on Toronto Harbour and south of Toronto CBD

(Fishermans Bend is circa 250)

Streetcar (tram) line along Queens Quay (boulevard)

Mixture of entertainment, recreational and residential

development

Car: 25%, Transit: 34%, Walk or Cycle: 41%

? -

Limited

employment, small

scale, non-car

mode shares align

Green Square, Sydney, NSW

278 ha site between Sydney CBD and Sydney Airport

30,500 population in 2016; 2030 population forecast for

61,000

High density residential with 22,000 people / sq km

Target mode share for train travel is 63%

? -

The development is

in planning stage.

Early outcomes are

potentially

relevant.

Battersea Power Station, London

59 ha site on former Power Station site on south side of

Thames River. Future extension to the Northern

Underground Line funded partly by the developer

Public transport now accounts for the same number of

trips as by private car

Public transport and private car both account for 37% of

trips and active travel 26%.

-

Phasing, delivery

model and

demand

management

Docklands, Melbourne

200 ha site immediately west of Melbourne CBD

Docklands has been heavily criticised but is reshaping the

city to the west. Home of major company’s head offices

and rents are higher than the city. 15 years into a 25-year

plan

Public transport and active travel account for 54% of trips

-

Provides valuable

lessons learnt and

reference mode

shares

Western Harbour, Malmö

Industrial area developed into carbon neutral

environment

Bicycles and pedestrians focused planning

Area can be reached from the rest of Malmö on biogas

buses

Non-motorized Mode Share: 60%, Public Transport Mode

Share: 17%, Car sharing 3%, Car 20%

-

Cycling and

pedestrian mode

shares too high

Hammarby Sjöstad,Stockholm

Ex-industrial location located 6.2km from central

Stockholm. 11,000 apartments

10,000 jobs. Development targeted towards family

dwellings

Car accounts for 21% of Hammarby trips, compared with

32% for Stockholm as a whole

-

Achieved high

mode shares while

catering for families

Barcelona, Spain (population 1.6m)

The streets of Barcelona have been transformed and now

prioritise walking, cycling and place functions

Barcelona has 20% private car use

-

Mode shares similar

to Fishermans Bend

Vision

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Fishermans Bend 24

Detailed Case Study: Barangaroo Sydney

Barangaroo near the centre of Sydney is comparable to Fishermans Bend. A comparison of the

two urban renewal areas is detailed in Table 4.2.

Table 4.2: Comparison of Transport and Land Use between Barangaroo and Fishermans Bend

Barangaroo Fishermans Bend

26,000 jobs in 2019 and 3000 residents 60,000 jobs and 80,000 residents

No existing transport services to the site Very limited existing transport services

The site’s waterside location, resulting in limited road

access

Constrained by limited access points, which are already

operating above capacity in peaks

A congested road network in the Northern CBD A congested road network in surrounding area,

including the CBD (main connection with area)

Steep grades between the Northern CBD and the

Barangaroo foreshore, Larger walking distances. Yarra river crossings

The Western Distributor/Harbour Bridge approach

dissecting the city West Gate Freeway bisects the precinct

In the case of Barangaroo planning, early traffic modelling recognised the sites limited road

access, and planning approval for Barangaroo South was based on the principle of achieving

high usage of sustainable transport, i.e. public transport, walking and cycling.

As a result of planning approval, mandated mode share targets

resulted in a top-down approach to transport planning for

Barangaroo. In terms of private vehicle trips to Barangaroo, the

target was 5% from initial occupancy. This was achieved through a

comprehensive Travel Demand Management strategy.

The Barangaroo Transport Plan recommends short term initiatives

and detailed planning for longer term initiatives to achieve the

mode share targets. These activities complement the broader

strategies and action plans as part of the NSW Long Term Transport

Master Plan.

The modelling approach for the Barangaroo Transport Plan was as

follows:

i Target mode shares were used to estimate Barangaroo trips by

mode by year

ii Additional future transport services were modelled

iii Trips were superimposed on the new transport network

iv A gap analysis identified the shortfall and recommendations

were made to resolve these gaps.

Source: Barangaroo Integrated Transport

Plan, 2012 Transport for NSW

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Fishermans Bend 25

Key Lessons from Case Studies

Defining the policy for transport is essential. The policy should outline the outcomes that

the transport should deliver. Internationally targets that are most commonly used are

mode shares.

Modelling is one part of the process. Modelling identifies the challenges, gaps and tests

the response to provide the evidence base that will deliver on the vision.

The vision for Fishermans Bend is achievable but requires the ongoing commitment of

Government to adopting a non-traditional approach.

4.3 Strategic Transport Network Justification

This phase - the strategic transport network justification - provides the preliminary evidence base

for inclusion in the Integrated Transport Plan (ITP). It allows a number of the Ministerial Advisory

Committee outputs to be addressed, and allows key elements, such as a draft user hierarchy, to

be circulated for consultation.

The three phase transport (and road) network planning process provides the basis for agreement,

approval and implementation of the transport network. The justification of the strategic transport

network requires both consultation and a supporting analytic platform based on modelling.

4.3.1 Integration

The purpose of the consultation is to align the technical inputs and outputs across all transport

related studies. This provides the foundation for designing an integrated transport network.

The proposed process is incorporated into the current project program and is delivered through

two workshops, but could also be part of the Fishermans Bend Transport Working Group Meetings.

The purpose and scope of these workshops is outlined in Table 4.3

Table 4.3: Consultation Milestones

Objective Scope

Integration Workshop #1 aligns all technical

studies.

Technical work streams update on progress

Align assumptions & outcomes

Align and reset

Integration Workshop #2 refines strategic

transport network design, including the road

network.

Technical work streams update on outcomes of study

Explain differences

Agree response

4.3.2 Analytical Platform

The analytical approach builds on the integration workshops to

provide the strategic justification of the transport network. The

analytical work is made up of three parts:

i Bespoke use of VITM (all trips, all periods). We recommend a

bespoke assignment model run that includes more detailed

analysis of the Fishermans Bend mode shares and network

impacts. The process uses the VITM road network. Highway

trips are then loaded on the network to test mode shares and

provide insight into network use and congestion. A range of

scenarios are then tested to measure network performance. This approach to

modelling is similar to the that undertaken to support Barangaroo planning. This iterative

16M1997000 // 01/09/2016


Fishermans Bend 26

method provides an understanding of the mode shares that are required to achieve a

reasonable level of service on the road network into the future.

ii Network design. The early definition of a strategic road network allows the Integrated

Transport Plan to form the basis for the next steps in this work.

iii Approach to defining a user hierarchy. Setting the strategic plan sets the approach and

objectives in the consultation documents, which helps to legitimise the subsequent

application of the user hierarchy to streets.

The specifics of the task, the benefits and the actions are provided in Table 4.4. These three parts

inform the Integrated Transport Plan. Critically, it provides a fit-for-purpose evidence base for the

transport (and road) network and allows detailed assessment and iterative refinement.

Relevant Ministerial Advisory Committee recommendations:

Modelling to better understand the future transport task, particularly the interface of Fishermans

Bend with the other Central City Precincts (Docklands, Southbank, Dynon and Webb Dock etc.).

Table 4.4: Analytics to Provide Strategic Justification for Supporting Transport Network

The task The benefits of the task The specific actions

Strategic

transport network

design

Integrate all transport requirements

from the road network

Define connections within and

beyond Fishermans Bend

Hold two workshops with technical work streams,

covering:

i Transport integration and impact on the road network

ii Align outcomes

Refine the road network based on inputs from

integration workshops

Strategic

transport

modelling

Clearly identify the scale of the

challenge for the road network

serving Fishermans Bend

Interface of Fishermans Bend with

the other Central City Precincts

Utilise the VITM reference case as a starting point

Create a model run to determine the impacts/benefits

of the road network as a result of lower car use

Compare or determine the required mode share for the

road network to achieve similar results to the reference

case

Map strategic model outputs and provide insight to road

use and performance across journey purposes (e.g. trips

to employment precinct)

Approach to user

hierarchy

Identifies the approach to balancing

priorities across the road network

Applies a non-traditional approach

to planning for Fishermans Bend

Defines assessment guidelines to be

consulted on and applied in the

following stages of planning

Define an approach to balancing road functions and

achieving the aims of the area

Develop a road user hierarchy framework. Examples of

possible approaches are included in Appendix C

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4.4 Developing a Road Network Plan

4.4.1 Process Overview

Alongside wider public consultation on the ITP, detailed assessment and iterative refinement

provides the evidence base for road network justification. Figure 4.2 provides an overview of the

key tasks recommended in support of an evidence based road network plan.

Figure 4.2: Road Network Justification: Detailed Assessment Tasks

4.4.2 Multimodal Demand Analysis

Understanding the throughput of road users (all modes) provides a critical component of the

evidence base to support the road network justification.

Given this, there are significant benefits in investing in evidence based transport modelling tools

for the area. These tools also enable network demand and supply to be assessed and managed

during the ongoing development of Fishermans Bend.

It is essential that all users (i.e. travel modes) are considered.

The demand analysis has three key tasks:

i Detailed assessment of on-road demands, traffic and public transport

ii Detailed assessment of precinct walking patterns

iii Cycling demand modelling.

These tasks provide evidence to support and test the street designs, but also provide a wider

range of long term planning benefits inclusive of the more detailed precinct plans to follow.

The work would also consider the broader social and environmental context around the use of

the road and street network for a range of activities, including opportunities for public open

space.

An overview of tasks, benefits and specific actions to provide suitable demand analysis to test

and justify the road network at Fishermans Bend is provided in Table 4.5.

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Fishermans Bend 28

Table 4.5: Fit-for-Purpose Demand Analysis to Assess the Road Network Serving Fishermans Bend

The task The benefits of the task The specific actions

1

Detailed

assessment of on-

road demands:

traffic, freight and

public transport

Provides detailed road network

capacity analysis for all vehicles

including freight to/from Webb Dock Allows road designs to be adapted

to future changes in public transport

investment

Can be a key input to Infrastructure

business cases

Enables the assessment of the

performance of new road links

Supports operational planning and

implementation of transport policy

Forms a critical input to transport

impact assessments of individual

developments

Can inform public transport route

and frequency planning

Develop mesoscopic model capable of

assessing the network performance for on road

vehicles and public transport. This should include:

a broader study area including Fisherman’s

Bend and key connections and nodes

including a 24/7 port operating at Webb Dock

utilising the demands obtained from the

strategic model as an input into more detailed

origin and destination trip patterns (shorter trip

lengths)

establishment of the fine grained Fisherman’s

Bend Road network and land use generators

establishment of public transport operation

characteristics (routes, alignments and stops)

intersection control and other capacity

constraints influencing performance.

2

Detailed

assessment of

precinct walking

patterns

Justifies cross sections

Assists in justifying key walking links

Allows with and without assessments

An input to assessing the quality of

links

Develop an active travel module capable of

estimating future walking and cycling

movements in the Fisherman’s Bend precinct.

This would include:

split the model zones into smaller walking and

cycling zones

calculate more refined mode shares for

walking and cycling

estimate walking and cycling volumes for

each zone

determine origin and destination patterns.

3 Cycling demand

modelling

Justifies cross sections

Justifies key cycling links

Allows demand responsive design of

facilities (to maximise the efficient

use of limited road space)

What is a Mesoscopic Model and Why Would We Use It?

Mesoscopic modelling is a transport analytics tool that enables modelling of the operational

performance of the road network for a nominated land use and/or infrastructure scheme.

It provides a greater level of detail compared with strategic modelling as it includes and

accounts for specific information such as:

Intersection and midblock geometries

Traffic flows (queues, shockwaves)

Lane by lane operation

Vehicles as platoons

Truck volumes (sizes/class)

Different control systems (signals, ramp meters, stop signs)

Public transport (routes, stops)

Travel choice behaviour including route selection.

Mesoscopic modelling sits between traditional strategic transport models (four step) and

microsimulation models (that are used for understanding the detail operations of schemes).

The advantage of mesoscopic modelling is that it can account for specific and more detailed

capacity constraints, such as the build-up and dissipation of queues and their effect on

surrounding intersection congestion. Larger geographical areas can be modelled and assessed

with shorter development and processing times (and less cost) than microsimulation models.

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4.4.3 Developing a Road User Hierarchy

Road user hierarchies provide a framework for the planning and operational management of the

network.

To ensure that the network for Fishermans Bend meets expectations by supporting the objectives

of each precinct, there must be a balance between road functions and liveability of the area.

This needs to be achieved in the context of the Employment Precinct and the nearby 24/7 port at

Webb Dock.

Given the above, the process for the user hierarchy (or road user framework) should be:

Build on the approach to the user hierarchy identified in the Integrated Transport Plan

Develop a matrix of indicators to measure performance including those which consider

urban design

Use transport mesoscopic modelling as an input to define the number of users and, as a

result, the potential role of different streets

Cross-reference with the Fishermans Bend vision.

Three example approaches of good practice are provided in Appendix D, these being:

i Transport for London’s Roads Taskforce Plan

ii Transport for NSW’s application of Movement and Place for the Parramatta Light Rail

project

iii VicRoads’ Smartroads Framework.

Case Study: Barcelona, Spain

Barcelona has adopted a ‘Model Superilles’ – a superblock approach to road network planning

where traffic is limited on interior streets.

Barcelona’s mobility plan ‘Model Superilles’ is the key road network policy and is supported by a

range of Demand Management Measures. The plan aims to achieve a ‘use of car’ level of 21%

of all trips in 2018.

Barcelona has a mature road network and the new ‘Model Superilles’ approach is being led to

deliver enhanced liveability and improve economic prosperity by reducing congestion.

Demand Management Measures

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Fishermans Bend 30

4.4.4 Applying a Road User Hierarchy

Adopting a road user hierarchy is intended to provide certainty regarding any existing or future

road reserve requirements for public transport, traffic capacity, freight movements, active travel

or any other function occurring within the road reserve as a public space. The tasks involved are

set out in Table 4.6.

The process should be:

Create assessment guidelines that include movement and place indicators

Define how the network should be operating by assessing the level of service by mode

Undertake an assessment of new and existing streets.

Table 4.6: Tasks to Apply a Road User Hierarchy

The Task The Benefits of the Task The Specific Actions

Develop performance criteria road

network (based on movement /

place framework).

Allows the qualitative and

quantitative assessment of streets.

Develop performance outcomes

by street and use.

Assess the proposed new links

against agreed performance

criteria.

Provides a targeted evidence base

for new streets.

Cross-checks the justification and

rationale for all proposed streets.

Enables iterative refinement at a finer

level of detail.

Develop and undertake a

checklist of performance

outcomes for all streets (see Table

4.7 for an example checklist).

To check that there is an evidence base for all new or enhanced streets, a ‘checklist’, or

performance matrix, should be developed. An example checklist for new connecting links (e.g.

smaller pedestrian lanes off existing streets) is provided in Table 4.7.

Table 4.7: Example Checklist of Precinct Assessment of Proposed New Laneways

Item Assessment Tool Example Assessment

Designate function of new streets (movement

versus places) and provide descriptive analysis

of function of the lane.

Examples of laneway designation include:

connecting laneways, commercial lanes and

enhance existing laneways.1

Yes – qualitative assessment on a

precinct basis.

Defined as a ‘connecting

laneway’.

Transport benefits – improved journey time

through increased opportunity to follow an

alternate path.

Quantitative – pedestrian,

supported by VITM/mesoscopic

modelling.

Modelling demonstrates that

pedestrians save 3 mins walk

time with new link.

Residential benefits of greater walkability and

connectivity.



modelling.

The modelling provides the

volume of pedestrians

benefiting from the new

lane.

Commercial benefits of greater walkability and

connectivity.



modelling.

Benefits are dependent on

the nature and extent of

ground level activation.

4.4.5 Phasing and Staging Plan

The movements to and from Fishermans Bend are planned to be primarily by public transport,

however this is not from ‘day 1’, as public transport to Fishermans Bend is currently poor and

upgrades will take time.

1 http://www.portphillip.vic.gov.au/Report_7_-_Attachment_1_-_Activating_Laneways_Strategy_-_July_2011_(Proposed_Final).pdf

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Fishermans Bend 31

In this context, it is important that the road network responds to the phasing of infrastructure

investment through adopting either flexibility (e.g. links protected through public acquisition

overlays/development agreements/planning conditions) or certainty (e.g. links constructed early).

A key issue for Fishermans Bend is the limited government ability to stage development. Private

landholders have the ability to submit planning permit applications at any time and subsequently

commence construction. This presents a challenge to safeguard in the development efficient

and effective future movement and place networks to support the liveability and economic

prosperity of Fishermans Bend.

The phasing and staging plan should include:

A transport network staging plan (covers all modes) to support transport investment and

transition the area to the vision for 2051

Give certainty for the development industry

Lock in the benefits of adopting a mix of flexibility and certainty.

4.4.6 Funding Options

The road network justification should provide a full assessment of funding options to act as

discipline that the transport network can be delivered and to give clarity to the community and

development sector. The funding plan should cover all relevant statutory considerations,

including:

Infrastructure contributions (infrastructure contributions though a standard levy and/or a

supplementary levy)

Levy on development (e.g. extension of the Melbourne’s Congestion Levy)

Resolve all public acquisition overlay (PAO) requirements

assess the ability for the market to deliver some outcomes (e.g. fine grained pedestrian

network)

Special rates schemes

Other value capture mechanisms.

Any funding discussion needs to consider the mix of Government funds (via taxes) versus user

charges versus beneficiary pays. The solution will likely involve a package of all three funding

sources above.

Relevant Fishermans Bend Ministerial Advisory Committee Recommendations:

Road network needs to be refined to a level of detail which enables design which is robust

enough to be costed and included in the Infrastructure Plan and associated funding strategies.

(page 46)

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Fishermans Bend 32

5. Summary

Many of our recommendations will require a willingness to be bold and adopt a non-traditional

approach to planning.

An evidence based justification for the design of the transport network, including the road

network, will be the result of a logical plan supported by policy, and a process of robust

modelling.

i The Taskforce should seek to resolve the following strategic gaps as early as possible:

Resolve the transport vision, including evidenced and achievable mode share

outcomes at key development timeframes to drive decision making

Resolve the specific nature of the Employment Precinct, its interface with the CBD

and the transport requirements of a 60,000-person labour force catchment across

Fishermans Bend. Current job density aspirations warrant servicing by rail

connections to the wider network (potentially via two stations) at the earliest

possible time

Incorporate the ‘City of the Future’ into all analysis. The transport needs of

Fishermans Bend in 2051 will be different to today, and as such the plan will require

flexibility and adaptability to meet the challenges of the city of the future

Develop a Demand Management strategy alongside infrastructure investment.

ii Economic and transport policy positioning statements signify the vital importance of

commitment to public and active transport. It is important that investment trigger points

be identified to promote confidence and private investment in the long term vision. A

delivery phasing commitment also presents a key input to scenario-based transport

modelling required to justify the proposed road network through the planning process.

iii A three phase plan is recommended as the basis for implementation of the transport

network as set out in Figure 4.1.

Phase 1: Vision, Context and Targets

Sets the scene and importantly requires stakeholders to agree that more of the

same is not an option and therefore target mode shares are required to drive

outcomes and to support the Vision.

Phase 2: Strategic Transport Network Justification

Align and consolidate concurrent studies as soon as possible to form a sound

‘starting point’ for strategic justification of the transport network (and in that, the

road network). This process will facilitate information flow across the transport work

streams via two Integration Workshops.

Undertake strategic modelling to build on the integration workshops, inclusive of

three parts, allowing the Integrated Transport Plan to proceed:

1. Modelling to test road network with different mode shares

2. Define a road user hierarchy

3. Define a strategic road network.

The subsequent Integrated Transport Plan and Fishermans Bend Framework can then

provide an over-arching transport policy framework for ongoing development. It should

provide the strategic basis and rationale for all transport elements included in the

Precinct Plans.

5

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Fishermans Bend 33

Phase 3: Develop a Road Network Plan with Detailed Evidence

Undertake mesoscopic modelling to allow detailed assessment of on-road

demands, inclusive of traffic, freight and public transport operating conditions

Undertake a detailed assessment of precinct walking and cycling patterns through

demand modelling.

Develop and apply a road user hierarchy to provide a framework for ongoing

planning and management of the network.

Prepare a delivery plan identifying trigger points for infrastructure delivery as well

as funding mechanisms covering all relevant statutory considerations.

The recommended pathway forward is designed to provide government, community and

the development industry with clarity and certainty for the consultation and planning and

implementation staging timeframes and process to follow. This is expected to include

introduction of other relevant statutory planning mechanisms for funding and/or delivery of

transport infrastructure.

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Fishermans Bend

Appendix A

Workshop Agendas and Notes

Ap

pe

nd

ix A

melbourne

sydney

brisbane

canberra

adelaide

gold coast

townsville

perth

Level 25, 55 Collins Street

MELBOURNE VIC 3000

PO Box 24055

MELBOURNE VIC 3000

t// +613 9851 9600

www.gta.com.au

Agenda of Workshop #1

Job No: 16M1997000 Date: 22/6/16

Job Name: Fishermans Bend Recast – Road Network Justification Time: 8:30am: 12:00pm

Client: Fishermans Bend Taskforce Location: GTA Boardroom

Purpose: Internal Workshop

Attendees: Christian Griffith (CRG), Will Fooks (WF), John Kiriakidis (JK), Rory Rathborne (RR), John

Devney (JD), Reece Humphreys (RH), Paul Mantella (PM), Mark Sheppard (MS), Andrew

Wisdom (AW)

Chair and time keeper: Will

Notes: Rory Rathborne

Part Item Description Time Lead

Part 1:

Why are

we here?

1 Welcome and Introductions (10mins) 8:30-

8:40 WF

2

Fishermans Bend Recast Overview: Then and Now (10mins)

From initial reception to interim planning

What has changed. Spatially. Land use intensity. Transport

8:40-

8:50

WF

RH

3

Our Involvement (10mins)

Why does Government need this work?

What have we been asked to do?

Process outline – Ideas, Gaps, Way Forward

8:50-

9:00 WF/CRG

4

Cities Context (10mins)

Melbourne @ 8 million

Opportunities and Innovation

9:00-

9:10 AW

5

Roundtable discussion

Headline thoughts

2 minutes each (strict cut off)

9:10-

9:30 ALL

Part 2:

Ideas

and

Themes

6

Facilitated discussion forum

Principles

Assumptions

Options

Case studies

9:30-

10:30

WF+CRG

/ ALL

Break 10:30-10:45

Part 2

(cont) 7 Discussion continued

10:45 –

11:30 ALL

Part 3:

Outline

the

Roadmap

8

Towards the next project phases

identify the gaps

establishing an evidence base

11:30-

11:45 ALL

9

Next Steps (15mins)

Follow up actions

Next Workshop Wednesday 5/7

11:45-

12:00 WF

melbourne

sydney

brisbane

canberra

adelaide

gold coast

townsville

perth


MELBOURNE VIC 3000

PO Box 24055

MELBOURNE VIC 3000

t// +613 9851 9600

www.gta.com.au

Meeting Notes (Workshop #1)

Job No: 16M1997000 Date: 22/6/16

Job Name: Fishermans Bend Recast – Road Network Justification Time: 8:30am: 12:00pm

Client: Fishermans Bend Taskforce Location: GTA Boardroom

Purpose: Internal Workshop #1

Attendees: Christian Griffith (CRG), Will Fooks (WF), John Kiriakidis (JK), Rory Rathborne (RR), John

Devney (JD), Reece Humphreys (RH), Paul Mantella (PM), Mark Sheppard (MS), Andrew

Wisdom (AW)

Chair and time keeper: Will


Theme Comment

Transport

demands

47,000 trips/day generated by Fishermans Bend – need to better understand how

this has been calculated

Mode share targets do not appear to be a product of robust analytics

Previous review of census data for nearby area shows most trips are to the CBD and

with a high active + public transport mode share

There are a range of levers that influence mode share outcomes

Transport

Modelling

Methodology

How do we set the parameters within our planning system?

Mode shift targets and their relationship to strategic modelling needs to be clearer

VITM alone is only part of the tools - a range of tools are available

Modelling needs to be fit-for-purpose

Assumptions: Those which are fixed vs. those which are negotiable or influenced

Levels of service for each mode

Modelling objectives and KPI’s need to be well defined – what do we consider

‘acceptable’ for this area?

Consultation

and Planning

Process

The fundamental requirement is to provide an evidence base for strategic decisions

– local decision fit within this context

Extensive community consultation and ‘getting things done’ needs to be balanced

There is pressure to ‘get it right’ but often this is not the same

Timeframes are challenging and should be looked at

New mechanisms – development levy on parking spaces? (notwithstanding

relationship car ownership vs. car use)

Will there be additional value capture opportunities beyond the existing

Development Contributions Plan?

Stakeholder signoff on the strategy at the right levels is key

Transport

Network

How can Metro 2 be brought forward or funded earlier?

Role of Metro vs. role of tram needs to be clearly explained

The service provided by the mode is critical

Not just widths but also alignment of networks – flexibility vs. certainty

Any ‘transport network’ needs to justify road space allocation

Conventional levels of car ownership unlikely to stack up and unlikely to be the

reality in the future

Land Use

The market will respond to certainty

Land use assumptions need to be challenged

Sense of ‘identity’ behind the land use – what does a day in the life of a person

living in Fishermans Bend look like?

Residential development approval without employment cannot keep occurring

2 - 160616mmins_16M1997000-Workshop 1 Minutes Page 2 of 2

Theme Comment

Employment

Precinct

The Employment Precinct scale will influence level of self-containment able to be

achieved

Employment Precinct will need access to a significant labour catchment – Metro

will play a key role

Particularly non-descript – needs economic analysis? Will affect trip catchments.

Need to figure out how it links with the residential and the Port.

Should influence the alignment of Melbourne Metro

Connectivity will be a key influence to private sector demand for non-residential

use

Urban Trends

Projections would result in more density than Manhattan

Not an expansion of Port Melbourne/South Melbourne

Not business as usual

Self-containment is critical – for people to live in a 20-minute city

Density is not a vision

Movement vs. Connection

Flexible street grid

Will road pricing play a role? Ownership, planning structure to enable pricing in

future?

Precinct development iteration – different life cycles + renewal

Staging the transition to low-car or no-car cities

Influence of e-commerce

Game changers – automated vechicles.

Freight

Freight model – how will the development of freight routes link into the transport

planning

Web Dock will protect its accessibility

Changing profile of operations and supply chain

Port capacity project – increase in volumes

Rail reserve along riverfront

No connection over the river

Rail freight could return

Development

Process and

Staging

Natural inclination for an iterative approach

Cap on development prior to servicing by rail? (i.e. Stage 2 of Arden Macaulay

contingent of train system, not a new concept)

A new development authority?

Case Studies

Toronto – linear transit oriented development + defined vision

Docklands – superblock theory. Underprovided in terms of infrastructure. Payment

plan for public transport didn’t work. Capacity issues for servicing employment.

Large street sections.

Southbank – driven by small number of developers. Wouldn’t develop without a

connection to St Kilda Road. Low internal walkability. Capital City Zones changes

came too late. Street space interventions occurring after the fact.

City North/Arden Macaulay – Local trips displace non-local trips. Metro was

uncertain at time of rezoning. Development flowing from a transport solution.

Barangaroo, and Macquarie Park – Mode shift and transport planning

Portland – developer contributions model based on non-car and understanding of

economic impacts

The Bays – role of authority (but single landowner)

Transport facilitating land use outcomes – Gold Coast, Bogota, Copenhagen

extension, Curitiba, Piermont

What is behind their success/failure?

melbourne

sydney

brisbane

canberra

adelaide

gold coast

townsville

perth


MELBOURNE VIC 3000

PO Box 24055

MELBOURNE VIC 3000

t// +613 9851 9600

www.gta.com.au

Agenda

Job No: 16M1997000 GTA Rep: WF Date: 05/07/2016

Job Name: Fishermans Bend Peer Review of Road Network

Planning (Future road network justification) Time:

9:00am –

11:00am

Client: Fishermans Bend Taskforce (DELWP) Location: Lvl 14 Rm 02/Melb

1 Spring St - DTPLI

Purpose: Agree key gaps and approach to road network justification with relevant

technical stakeholders

Attendees (as

invited):

Charles Waingold (PTV), Dimitri Lolas (DEDJTR), Jeremy Hanlin (MPA),

Julie Hallyburton (DSE) , Katherine Grech (DEDJTR) ,Katrina Hynes (DEDJTR),

Lawrence Seyers (VicRoads), Paul Noisette (VicRoads), Richard Smithers

(CoM), Rod Burke (Taskforce), Simon Rooney (DEDJTR), Tom Courtice (City of

Port Phillip), Christian Griffith(GTA), John Kiriakidis (GTA), John Devney (GTA),

Sasha Yarwood (DEDJTR)

Apologies: Neil Giles

Distribution: All Attendees

Item Action Mins

1 Welcome and Introductions All 5

2 Meeting purpose and outcomes GTA 5

3 An overview of the Fishermans Bend Taskforce recast

exercise and the wider program of work SY 5

4

The study approach and process to date

As a part of the wider recast exercise, the purpose of this project is to review

previous planning reports and policies to identify the critical pieces of work to

justify the transport network (with a focus on the road network) serving

Fishermans Bend precinct.

GTA 15

5

Roundtable inputs

Each attendee will have 2 minutes to provide any headline thoughts or a

summary of any current work in Fishermans Bend area, specifically relating to

the Road Network or Transport assessment (e.g. VITM modelling)

All 30

6

Group Discussion: Gaps in evidence and areas for further

assessment

Meeting attendees will be asked to provide input to the study by:

a. Helping identify any key gaps in evidence (based on their

organisations guidelines or objectives) b. Given these gaps, start to outline potential pathways to deliver an

acceptable evidence base

All -

led by

GTA

25

7 Next steps SY 5

This views of the attendees were not taken as the considered view of Government therefore

the outcomes of the meeting informed the direction of this report but no notes are published.

GTA

Min

ute

s 2

015

melbourne

sydney

brisbane

canberra

adelaide

gold coast

townsville

perth


MELBOURNE VIC 3000

PO Box 24055

MELBOURNE VIC 3000

t// +613 9851 9600

www.gta.com.au

Agenda of Workshop #3

Job No: 16M1997000 Date: 14/07/16

Job Name: Fishermans Bend Recast – Road Network Justification Time: 13:00 - 15:00

Client: Fishermans Bend Taskforce Location: 55 Collins St,

Exhibition

Purpose: Workshop 3

Attendees: Christian Griffith (CRG), Will Fooks (WF), John Kiriakidis (JK), Rory Rathborne (RR), Reece

Humphreys (RH), Mark Sheppard (MS), Andrew Wisdom (AW)

Chair: Will


Item Description Time Lead

1

Update on progress and workshop with Client

Refer to Summary presentation

15 mins WF/JK/CRG

2

Key outcomes from today

1. Agreement on the key questions and gaps

2. A defined pathway forward

5 mins WF

3

Key questions and gaps

Refer to Summary of Key Questions and Gaps

30mins All

4

Pathway forward

Refer to Summary of Work Program

30 mins All

5 Options – SWOT analysis 30 mins All

6 Close and next steps 10 mins WF

melbourne

sydney

brisbane

canberra

adelaide

gold coast

townsville

perth


MELBOURNE VIC 3000

PO Box 24055

MELBOURNE VIC 3000

t// +613 9851 9600

www.gta.com.au

Meeting Notes (Workshop #3)

Job No: 16M1997000 Date: 14/07/16

Job Name: Fishermans Bend Recast – Road Network Justification Time: 13:00 - 15:00

Client: Fishermans Bend Taskforce Location: 55 Collins St,

Exhibition

Purpose: Workshop 3

Attendees: Christian Griffith (CRG), Will Fooks (WF), John Kiriakidis (JK), Rory Rathborne (RR), Reece

Humphreys (RH), Mark Sheppard (MS), Andrew Wisdom (AW)

Chair: Will Fooks


Summary of points raised in the meeting

Description

1 An ‘Inner City Framework’ is being prepared, and FB forms an important part of this regeneration

narrative.

2 City of Melbourne has completed some key pieces of work which may be used to inform and

provide a level of rigour to defendable outcomes

3 Fishermans Bend current projections are out of place in terms of its location on the mode share scale

(Figure presented)

4 Peer review work as defined in the Taskforce transport work programme needs to “frame objectives”

of other studies being prepared

5 A “check-in” point needs to be built into the transport programme or other studies to ensure

consistency with key principles

7 Metro to Fishermans Bend is unlikely to eventuate in the next 20 years. There are limitations to what

can be provided in terms of public transport. The limitations need to be made clear.

8 Transport modelling should work to the ultimate scenario but also assess interim scenarios, clearly

indicating the shortcomings/issues to be addressed.

9 The transport work programme and any modelling should not separate “road network” vs.

“transport network”.

10 The modelling being proposed as an evidence basis supporting the Fishermans Bend recast is

insufficient. Government encounters a risk if adequate modelling is not pursued

11 Can an efficiently operating Port and the Fishermans Bend precinct exist? Work is needed to ensure

that this is achieved.

12

The incremental development and staging of transport infrastructure will require re-allocation of

road space. There is a need to consider how development would trigger this. Re-allocation will be a

major challenge but is an operational level of detail that can be resolved through good strategic

planning.

16M1997000 // 01/09/2016


Fishermans Bend

Appendix B

Key Reference Documents

Ap

pe

nd

ix B

16M1997000 // 01/09/2016


Fishermans Bend

B.1 Fishermans Bend Background Reports

The review covered the following previous planning reports and policies:

Fishermans Bend Draft Transport Work Plan, Taskforce, May 2016

Fishermans Bend Economics and Transport Positioning Paper, MPA, Oct 2015

Fishermans Bend Integrated Transport Plan, DTPLI, July 2013

Fishermans Bend Ministerial Advisory Committee Report 1, October 2015

Fishermans Bend Potential Critical Transport Sequencing, MPA, Oct 2015

Fishermans Bend Road Network Justification, CoPP, September 2014

Fishermans Bend Road Use Hierarchy Network Plans and Cross-Sections, July 2014

Fishermans Bend: An Extension to the Central City – Intersection and Implementation

Workshop Paper, CoPP, October 2014

Arterial Road Connection Feasibility Study, Parsons Brinckerhoff, June 2013

Cycling Route Evaluation, GTA, July 2013

Light Rail Alignment Study, Aurecon, May 2013

Light Rail Options Assessment, Aurecon, May 2013

Summary of Metro Rail Investigations, DTPLU, May 2013

Traffic Study, GHD, April 2013

Transport Issues and Opportunities Study, AECOM, Nov 2012

Utilities Infrastructure Plan, GHD, June 2013

B.2 Transport Planning Case Studies

A model approach to transport planning mapped against best practice in Figure 5.1 is adapted

from the following sources:

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/42707

3/webtag-tag-overview.pdf

http://www.infrastructurevictoria.com.au/document-library

http://www.dtf.vic.gov.au/Investment-Planning-and-Evaluation/Understanding-

investment-planning-and-review/Guide-to-the-investment-planning-process

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/427073/webtag-tag-overview.pdf

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/427073/webtag-tag-overview.pdf

http://www.infrastructurevictoria.com.au/document-library

http://www.dtf.vic.gov.au/Investment-Planning-and-Evaluation/Understanding-investment-planning-and-review/Guide-to-the-investment-planning-process

http://www.dtf.vic.gov.au/Investment-Planning-and-Evaluation/Understanding-investment-planning-and-review/Guide-to-the-investment-planning-process

16M1997000 // 01/09/2016


Fishermans Bend

Appendix C

Review of Relevant Background Documents

Ap

pe

nd

ix C

16M1997000 // 01/09/2016


Fishermans Bend

Report Content Status/Relevance

Fishermans Bend

Ministerial Advisory

Committee Report

(MPA, 1 October 2015

Provides the scope of planning matters which

need to be addressed as part of the Recast

exercise.

The Advisory Committee

Recommendations have been a key

point of reference for the conclusions

in this report.

Fishermans Bend Draft

Transport Work Plan,

Taskforce, May 2016

Provides a delivery framework for lead-up to the

Fishermans Bend Framework Plan, including

Precinct Plans and other relevant overlays.

An overview of the activity of the

Taskforce which formed the starting

point for the Framework for

Fishermans Bend Justification.

Fishermans Bend Road

Network Justification,

Established high-level ‘first principles’ guiding the

Fishermans Bend recast.

Relevant context for informing the

Strategic Road network justification

Fishermans Bend

Population &

Demographics -

Summary

Provides demographic projections by precinct

between 2016 to 2051. Includes % car ownership

and mode splits by precinct. Confirms the overall

development intensity of 40,000 dwellings, 80,000

persons, 60,000 jobs.

Highly relevant. Land use

assumptions set the context for the

transport network. The primary

journey to work mode shares require

an evidence basis that links to

objectives and wider modelling task.

Fishermans Bend

Potential Strategic

Transport Sequencing

(MPA, Dec 2015)

This presentation provides a potential transport

infrastructure sequencing, inclusive of all modes. It

is understood that this responds to the Ministerial

Advisory Committee for recommendation that:

‘An early in principle decision on the timing and

route/s of the tram network, and any future

Metro line through the Area is critical and must

precede further decisions about possible

development yield, density outcomes and fine

grain neighbourhood planning’

Relevant, but major need for

evidence basis and feasibility testing

of appropriateness of the staged

infrastructure.

Fishermans Bend

Economics and

Transport Positioning

Paper, MPA, Oct 2015

Key aspects:

Importance of PT/active transport critical to

achieving the vision (p.12)

Potential staging approach:

1) Bus rapid transit

2) Upgrade existing and connect new light rail.

3) Consider heavy rail (p. 13-14)

Need for analysis to identify ‘trigger

points’ for transport infrastructure to

support public announcements (p14)

Development certainty without sacrificing

flexibility “real options approach”.

Provides recommendations for

further work that are supported by

this report, specifically:

the importance of public

transport and active transport to

foster investor confidence

assessment of transport demand

scenarios

detailed assessment of Traffic

flows resulting from Webb Dock.

Fishermans Bend

Ministerial Advisory

Committee Report

(MPA, 1 October 2015

Provides the scope of planning matters which

need to be addressed as part of the Recast

exercise.

The advisory Committee

recommendations have been a key

point of reference for the conclusions

in this report, and as a result they

have been highlighted throughout.

Fishermans Bend

Integrated Transport

Plan, (DTPLI, July 2013)

Provides a sequenced delivery of transport

infrastructure for +10 year, +20 year and +30 year

horizons:

Early works: light rail, walking and cycling

extension from Collins along Plummer St + bus

improvements

Second decade: extend Plummer St light rail

west of Graham St, ped/cycle connections to

Docklands, Port Melbourne, Westgate Park

Third decade: extension of the Mernda-

Southern Cross metro line to Fishermans Bend

(2 stations)

A good context document but given

the omission of the employment

precinct requires rework.

16M1997000 // 01/09/2016


Fishermans Bend

Report Content Status/Relevance

Fishermans Bend Road

Use Hierarchy Network

Plans and Cross-

Sections, July 2014

Provides principal networks (by mode) to be

delivered within the four Capital City Zoned

precincts, road reserve widths (but not splays at

intersections) and access control across frontages.

Requires update to include

Employment Precinct and current

facilitating projects.

Make-up of the road (incl. reserve)

needs to be defined to allow

scenario testing in the transport

modelling phase.

Can be used as a starting point to

integrate workstreams.

Arterial Road

Connection Feasibility

Study, Parsons

Brinckerhoff, June 2013

Provides a recommended heavy vehicle route for

further detailed investigation (between Graham

Street and the Prohasky Street/West Gate Freeway

ramps intersection)

Requires further investigation and

decision on alignment, with regard

for future Freight network and access

to the Employment Precinct and any

impacts on developable area. Input

to Integration workshops and Road

Network Justification.

Fishermans Bend

Principal Bicycle Route

Assessment, GTA, July

2013

Identifies corridors for delivery of walking and

cycling infrastructure, including design solutions.

Recast needs emphasis on intra-precinct

connectivity between residents, jobs and services

in Fishermans Bend. Particularly needs to address

connectivity across barrier formed by the

Westgate Freeway.

Partially outdated, requires

consideration for current strategic

cycling links including emphasis on

intra-precinct connectivity and

considering connectivity across the

Westgate Freeway.

Light Rail Options

Assessment, Aurecon,

May 2013

Investigation and design for options of a light rail

connection across the Yarra River and into

Fishermans Bend.

Partially outdated.

Study required to consider relative

merit against the AECOM Collins

Street bridge extension proposal and

decision made. Feasibility of

connection to Employment Precinct

not yet considered/

Summary of Metro Rail

Investigations, DTPLU,

May 2013

High level assessment of rail station locations

based on high level alignments which would

‘appear to be technically feasible’

Outdated. New alignment under

investigation.

Traffic Study, GHD, April

2013 Provides data on existing traffic patterns.

Relevant as provides baseline traffic

flows and (possible) trend analysis if

updated

Transport Issues and

Opportunities Study,

AECOM including

addendum, Nov-Dec

2012

Summary of relevant considerations for transport

planning at Fishermans Bend.

Partially relevant as provides trip

destination analysis

16M1997000 // 01/09/2016


Fishermans Bend

Appendix D

Approaches to Developing and Applying a Road Use

Hierachy

Ap

pe

nd

ix D

Melbourne

A Level 25, 55 Collins Street

PO Box 24055

MELBOURNE VIC 3000

P +613 9851 9600

E [email protected]

Brisbane

A Level 4, 283 Elizabeth Street

BRISBANE QLD 4000

GPO Box 115

BRISBANE QLD 4001

P +617 3113 5000

E [email protected]

Adelaide

A Suite 4, Level 1, 136 The Parade

PO Box 3421

NORWOOD SA 5067

P +618 8334 3600

E [email protected]

Townsville

A Level 1, 25 Sturt Street

PO Box 1064

TOWNSVILLE QLD 4810

P +617 4722 2765

E [email protected]

Sydney

A Level 6, 15 Help Street

CHATSWOOD NSW 2067

PO Box 5254

WEST CHATSWOOD NSW 1515

P +612 8448 1800

E [email protected]

Canberra

A Tower A, Level 5,

7 London Circuit

Canberra ACT 2600

P +612 6243 4826

E [email protected]

Gold Coast

A Level 9, Corporate Centre 2

Box 37, 1 Corporate Court

BUNDALL QLD 4217

P +617 5510 4800

F +617 5510 4814

E [email protected]

Perth

A Level 2, 5 Mill Street

PERTH WA 6000

P +618 6169 1000

E [email protected]

www.gta.com.au www.gta.com.au